Internal-combustion engine.



1. MARUYAMA. INTERNAL GOMBUS'I'ION ENGINE.

APPLIGATIOH FILED MAY 10, 1913. V I 1,106,88 1 a Patented Aug. 11, 19142 Tksnnm L.

Y. MARUYAMA.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAY 10,1913.

1,106,881. Patented Au .11,1914.

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INTTEEJTAE-COMBUSTIN ENGINE.

Specification of Letters Patented Alt ir, feta application filed May 10,1913. serial No. 7663413.

, To all whom, it may concern:

Be it lrnown that T, YAsUJI MARUYAMA, a subject of the Emperor of Japan,residing at Kansas City, in the county of Jackson and State of Missouri,have invented certain new and useful Improvements in Internal-Com:bustion Engines, of which the following is a specification.

This invention relates to internal combustion engines,'and my specialobject is to improve this type of engine in such a way as to utilizekerosene or other similar grades of liquid hydrocarbons as an efficientand satisfactory fuel for operating the engine.

In carryingout this object, I arrange the fuel supply in conjunctionwith the exhaust manifold of the engine, in order to make use of theheat of the exhaust gases for vaporizing the fuel ito' which air isafterward introduced While being conducted to the intake manifold.

With this general object in view the invention consists in certain noveland peculiar arrangement and organization of parts as hereinafterdescribed and claimed; and in order that'the invention may be fullyunderstood reference is to be had to the accompanying drawings, in whichFigural, is a side view in elevation of an engine with certain partsshownin section. Fig. 2, is a plan view of the same. Fig. 3, is asectional view along the line IIITH of Fig. 2. Fig. 4, is a section onthe line IV IV of Fig. 1. Fig. 5, is a detail of the lever forcontrolling the air valve to the throttle chamber.

Referring to the drawings in detail, the cylinders 2 of the engine areprovided with the usual intake manifold 4 and the exhaust manifold 6,the latter leading into a common exhaust tube 8. Into this tube 8,passes a liquid fuel supply tube 10, leading) from a source of supply ofliquid hydrocar as kerosene, not shown. Within the exhaust exhaust tube8, and made tight by means of.

packing 16 and glands 18. A similar jacket 20 embraces the tube 8 justbelow the chamon, such.

her 14 but has suitable openings 22 for the ingress of air. The airwhich is heated in the chamber formed by the jacket 20 leaves saidchamber by the valve controlled tube 24; which leads into a tubularextension 26, from the chamber It in which extension is also receivedthe outlet end of the coil 12. The mouth of the tube 24 is positioned todischarge its hot air directly across the mouth or outlet of the coil 12so as to mix air with the fuel vapor and at the same time thoroughlyatomize any of the fuel which may still be left in liquid condition atthis.

point. Any unvaporized fuel will be converted into vapor in the chamber14, where held normally closed by a coil spring 40 surrounding the valvestem 42 and bearing at its opposite ends against a collar 44 fixe tosaid stem and a skeleton cross piece 46,

journaling one end of the stem. The tension of the spring may be variedby adjustment of the collar 44, disposed inward of a plug 48 screwedinto the extension 36.. The valve may be operated at times to take moreair than is normally admitted under the engine suction by means of alever 50 having a link 52 leading to any suitable point of operation,not shown. The lever is mounted on a bracket 54 projecting from theextension 36, and one of the arms of the lever engages the forked end ofthe plug 56 mounted slidingly in the plug 48 and adapted to engage thecollar 44, said lug 56 bein suitably recessed to receive t e outer on ofstem 42 and accommodate the movements of said stem when the same isadjusted. The throttle valve chamber is also connected with the lowerjacket 20, by means of a passage 58 controlled by 'a valve 60. Into thispassage 58 is conducted a tube 62, controlled by a valve 64 and leadingfrom a tank 66 for maintaining a supply of gasolene. 0n the end of thetube 62 within the passage 58 is mounted a nozzle 68 in the path of thehot air as it enters the throttle chamber. This construction serves tosupply gasolene to start the engine preliminarily to the operation ofthe same from the other fuel supply.

For automatically controlling the passage of the liquid fuel through thesupply tube 10, I provide a valve chamber located at approximately thelevel of the top portion ofv the coil 12. The construction of thischamber is shown in detail in Fig. 3, and comprises a casing 70 havingan inlet passage 72, controlled by a cock 74, and an outlet passage 76into the tube 10. The mouth of the passage 72 is also controlledautomatically by a needle valve 78 to which is fixed a block 80,recessed for engagement by the adj acentarms of a pair of levers 82pivoted at opposite sides of the valve upon a pair of brackets 84supported by the valve chamber casing. The other arms of the levers 82are connected by a pair of links 86 to a float 88, which may rise orfall freely according to. the height of the liquid in the chamber. Thefloat is guided in its movement by a tubular casing 90 supported fromthe top of the casing 70 and received through a central opening 92 inthe float. It will be understood that as the float rises or falls, thevalve is correspondingly lowered or raised by the movement of the block80, through the levers 82, and the raising of the valve takes placeagainst the action of a spring-94 coiled around the valve stem andabutting at its opposite ends against the block 80 and a plug 96threaded through the top of the casing 70 whereby the tension of thespring may be adjusted, the plug being suitably recessed at 98toacconnnodate the adjacent end of the valve stem. From thisconstruction it will be seen that after the liquid in the chamber hasreached the required level for maintaining the proper supply of fuel inthe coil 12, the float remains at approximately this same level and actsto keep the valve closed against the admission of more fuel, to raisethis level any higher, and only opens the valve as fuel is used by theengineto maintain approximately the same working level during theoperation of the engine.

In operation the engine may be started by the use of gasolene admittedfrom the tank 66 after which coal oil or similar liquid fuel may beadmitted into coil 12 where it will be vaporized by the high temperature1 developed in the exhaust tube. The vapors 'pass into the extension 26where air is admitted through. the tube 20 and any unvaporized fuelatomized thereby for further action of the heat of the gas chamber 14.Herecomplete vaporization and superheating take place and the gas passesinto the throttle valve chamber 30 where there is a further mixture, ofthe gas with hot air from the chamber 20 as Well as air from theinlet-opening 38, according to the speed of the engine to which the gasis now ready to be supplied through the throttle valve 32 and intakemanifold el.

From the foregoing it will be apparent that I have produced an internalcombustion engine possessing the features of advantage enumerated asdesirable in the statement of the object of the invention, and I wish Iit to be understood that while I have illustrated and described oneembodiment of the same, I do not WlSh to be restricted to the exactdetails of construction and organiza-' tion shown and described asobvious modifications will suggest themselves 'to one skilled in theart, and I'reserve the right to all changes falling within the spiritand scope of the appended claims.

. I claim-- 1. In an internal combustion engine, the combination of anexhaust tube, a superheating gas chamber and an air heating chambersurrounding a section of said exhaust tube, means for vaporizing liquidfuel by the heat of the exhaust gases and conducting the fuelvapor intosaid" gas chamber, and ahot air nozzle fed by said air heating chamberand projecting into the inlet to the gas chamber for atomizing anyunvaporized fuel entering said gas chamber.

2. In an internal combustion engine, the

combination of an exhaust tube, a superheating gas chamber and an airheating chamber surrounding a section of said exhaust tube, means forvaporizing liquid fuel by the heat-of the exhaust gases and conductingthe fuel vapor into said gas chamber, and a pair of nozzles fed by saidair heating chamber, said .nozzles being positioned to inject hot airinto the path of said fuel, as the latter is respectively entering andleaving said gas chamber.

3. In an internal combustion engine, the combination with the intakemanifold and the exhaust manifold, of a liquid fuel supply, means forvaporizing said. fuelby the action of the heat from the exhaust gases, athrottle valve chamber, means for conducting the fuel vapor to saidchamber, means for heating air by the heat from "the exhaust gases andconducting. it to said chamber, and a nozzle for discharging a volatilefuel, suchas gasolene, into the throttle chamber.

4. In an internal combustion engine, an intake manifold and an exhaustmanifold, a gas chamber and an air chamber surroimding a section ofthe-exhaust manifold, communicating tubular extensions connecting saidchambers, a liquid fuel supply, means for vaporizing said fuel by theaction of the heat from the exhaust gases and conducting the vaporintothe tubular extension of the gas chamber adjacent the mouth of theextension of the air chamber, where- In testimony whereof, I aflix mysigns;- by any unvaporized 3mg rfiteingd in fsaid ture, in the presenceof two witnesses. vapor will be atomize y eate air rom the air chamberbefore entering the gas YASUH 5 chamber, and means for conducting themin- Witnesses:

gled air and fuel vapor from the gas cham- CHAS. W. GERARD,

berto the intake manifold. Gr. Y. THORPE.

